No, ICS2 and a customs import declaration serve different purposes:
ICS2: Focuses on pre-arrival safety and security. It requires submitting an Entry Summary Declaration (ENS) so EU customs can perform risk analysis before goods enter the EU.
Customs import declaration: Focuses on duties, taxes, and customs procedures. It is submitted after arrival to place goods under the appropriate customs procedure.
For the central ICS2 system, personal data of users is kept only as long as necessary to allow access and use of the system, from the moment a user gains access until they stop using it (with an end date recorded in the system).
For ICS2 analytics purposes, data can be retained for a maximum of 10 years from the creation of the user account. Access to this data is limited to authorised customs and Commission personnel for risk management and analysis.
The Safety and Security (S&S) declaration for Great Britain is a pre-arrival security requirement for goods entering Great Britain from outside the UK.
It serves the same purpose as the EU’s Entry Summary Declaration (ENS) under ICS2, allowing UK customs to assess risks related to terrorism, smuggling, and other threats before goods arrive.
The declaration helps the UK authorities prevent high-risk cargo from being loaded or transported until it passes security checks.
PLACI (Preloading Advance Cargo Information) is a minimum dataset submission required before loading goods onto an aircraft bound for the EU. The “7+1” dataset includes: airway bill number, description of each item, number of pieces, weight, shipper and consignee details, and the Harmonised System (HS) code.
This minimal data allows customs authorities to perform an initial risk assessment. While it’s less detailed than a full ENS, accuracy is critical because any discrepancies can lead to additional queries or delays upon arrival. PLACI ensures that even before full flight departure, goods undergo preliminary security screening.
For shipments originating in Switzerland and Norway, ICS2 does not require a separate ENS filing due to bilateral agreements recognising equivalent customs security and safety measures. These countries have aligned their legislation with EU standards, so goods move freely as if within the EU.
However, if goods come from a third country into Switzerland or Norway, an ENS filing is required to ensure proper risk analysis before they enter the EU. This exemption streamlines trade between these countries and the EU, but exporters must remain aware of ENS obligations when dealing with third-country shipments.
When a carrier does not possess all the legally required data, the responsibility shifts to the party holding the missing information, typically a freight forwarder, exporter, or postal operator. These parties must provide the missing details directly to ICS2, enabling the carrier to lodge a complete and compliant ENS.
This is especially important under multiple filing scenarios, where different parties may submit portions of the ENS independently. Each party is accountable for the accuracy and completeness of the data they provide, as errors can result in shipment delays or additional inspections.
Pre-loading submissions (PLACI) occur before goods are loaded onto the transport vehicle and require only the minimal dataset. Pre-arrival submissions contain the full ENS dataset, including additional details like payment method, package type, customs office codes, and full descriptions.
Pre-arrival data is submitted before the transport vehicle reaches EU customs territory, ensuring comprehensive risk analysis can take place. While PLACI focuses on early security screening, pre-arrival data enables customs to finalise checks, detect anomalies, and plan inspections if necessary.
No, self-filing is optional. Freight forwarders may choose to leave the filing to the carrier, which simplifies operations but may introduce delays if the carrier does not receive complete data promptly.
Choosing to self-file gives forwarders more control over timing, data accuracy, and visibility at the house level, which is particularly useful for complex shipments or those involving multiple consignments. Self-filing also allows forwarders to respond quickly to customs queries and maintain compliance across multiple shipments.
Coordination between airlines and forwarders is facilitated by the Shared Trader Interface (STI), which allows both parties to submit and receive notifications on ENS filings. House-level filers can notify carriers when they submit data, ensuring synchronisation of information.
While there’s no legal obligation to inform each other beyond the system’s notifications, best practice includes establishing clear communication protocols and contractual agreements to prevent errors, avoid duplicated filings, and ensure timely responses to customs queries.
ICS2 improves risk management by enabling pre-arrival security assessments and ensuring that customs authorities have the information needed to detect potential threats such as explosives, contraband, or illegal goods. It also allows multiple supply chain actors to submit data directly, improving completeness and accuracy.
Early identification of risks reduces inspection times, prevents cargo bottlenecks, and enhances overall supply chain efficiency. Additionally, harmonised data requirements across modes of transport simplify cross-border operations and minimise discrepancies in filings.
Yes, multiple HS codes can and must be declared on a single airway bill. Each code must be accompanied by the description, weight, and quantity of items. The message format has character limits (increased from 1,600 to 3,500), so careful mapping of item data is required to avoid truncation or errors.
Proper inclusion of all HS codes ensures that customs authorities can accurately classify the goods and perform risk assessment, reducing the likelihood of delays or penalties.
Leaving the filing to airlines can introduce timing and accuracy risks. Airlines may receive AWB data later in the process, potentially creating bottlenecks if shipments are submitted shortly before departure.
If customs requests additional information, airlines may face delays obtaining it from forwarders, which can result in cargo being offloaded or delayed. Proactive coordination and data sharing between forwarders and carriers is essential to mitigate these risks.
No new restrictions have been introduced with ICS2 Release 2. The system primarily requires more detailed cargo information for risk assessment purposes. Once ICS2 validates the data and performs pre-loading checks, shipment is sent for loading.
If risks are detected, customs may detain the cargo for further inspection upon arrival. These checks are part of enhanced security and anti-terrorism measures to ensure safe entry of goods into the EU.
ICS2 supports air, road, rail, maritime, air express, and postal goods. Each mode has specific timing rules for ENS submission:
Air: PLACI before loading, complete ENS before departure or 4 hours before arrival depending on flight duration.
Sea: Containerized cargo 24 hours before loading, bulk cargo 4 hours before arrival, short journeys 2 hours before arrival.
Rail: 1–2 hours before EU border entry depending on travel time.
Road: 1 hour before arrival at EU border.
Inland waterways: 2 hours before arrival.
These rules ensure that security risk assessment is completed before entry and help prevent bottlenecks across all transport modes.
The legal basis is Article 127(6) of the Union Customs Code Delegated Act (UCC DA). It allows multiple parties to submit partial ENS data, splitting responsibility between carriers, freight forwarders, and other supply chain actors.
Each filing must be complete and accurate, and the STI (Shared Trader Interface) links partial filings into a single, validated ENS. Multiple filing provides operational flexibility and enhances data quality while maintaining compliance.
Yes, amendments are allowed, but they must follow strict procedures:
Amendments cannot add new HS codes or goods items; a new ENS must be created in that case.
Only corrections to existing data (e.g., addresses, weights, or descriptions) are permitted.
Amendments are submitted through the same ICS2 platform and are linked to the original ENS.
Failure to properly amend ENS data can result in customs rejection or shipment delays, so proper training and workflows are essential.
ENS (Entry Summary Declaration): A pre-arrival security filing, required before goods enter EU customs territory. It is not used for release into free circulation but for risk assessment and security checks.
Customs declaration: Submitted after arrival, it allows goods to be released into free circulation, exported, or placed under a specific customs procedure.
ICS2 ensures that security concerns are addressed early, while the customs declaration handles fiscal and regulatory matters.
Incomplete or incorrect ENS data can trigger several consequences:
Customs may hold or offload cargo at the border.
The shipment may undergo manual checks, delaying delivery.
Airlines or forwarders may be fined or penalised for non-compliance.
To mitigate risks, ensure accurate HS codes, full descriptions, correct addresses, and weight/quantity information. Automated validation and integration with carrier IT systems reduce errors.
Unlike traditional IT providers, iCustoms offers a ready-to-use ICS2 platform that:
Connects directly with the EU’s Shared Trader Interface (STI).
Runs smart checks to prevent ENS rejections.
Supports multiple filing for carriers and forwarders.
Gives real-time customs response tracking.
Stays updated with EU regulations automatically.
With iCustoms, businesses get a fast, compliant, and cost-effective way to handle ICS2 filings.
No, an ENS submission is legally required for all goods entering the EU customs territory from third countries.
Exceptions:
Shipments from Switzerland and Norway (due to bilateral agreements).
Goods under specific exemptions, such as diplomatic shipments or low-risk postal items (check national rules).
Non-compliance can result in refused entry, fines, or cargo detention.